Flying craft



: J. E. LESH EI'AL 1,882,387

FLYING CRAFT Filed July 5, 1929 2 sheets-Sheet 1 INVENTQRS Jessa E lldsb. Joseph W. [job].

*Octgll, 1932. J. E. LESH ETAL FLYING CRAFT Filed July 5, 1929 2Sheets-Sheet 2 v I N VEN TORS W Jesse 5 Lab. Joseph ll). H0121.

BY' 6; a I 4. W ATTORNEY 8 Patented Oct. 11, 1932 7 pairs!) STATESPATENT ore-ice I i JESSE E. LESH, OF NORTH CANTON, AND JOSEPH W. HOHL,OF NEWARK, O HIO FLYING CRAFT Application filed July 5,

ent day experiments have proven these.

10 facts. However, there has been considerable criticism of thistype ofair craft, owing to its inability to travel between relatively remotepoints with adequate speed and endurance. Structures previously usedhave 'apparently tended to set up adverse air.

packs and air currents which served to materially retard the forwardmotion of the craft. and even to subject it to strains and wrenchessufficiently severe to completelyv disable the ship.

One of the objects of our invention is to provide a lighter thanaircraft employing the principle of gas buoyancy in combination with astructural designsuitable for speed, endurance, and a great loadcapacity.

Another object of our invention is to provide rigid lighter than aircraft with power mechanism which bears an improved relation, from astandpoint of position, to the center line of resistance to travel ofthe air ship.

Still another object of' our invention lies in the provision of alighter than air craft capable of being adequately controlled by meansof stabilizers, elevators and rudders of a smaller size than thosepreviously considered necessary. i V

Another object of our invention is to provide a rigid lighter than aircraft so constructed that the forward movement thereof through the airwill not be retarded by the resistances which have previously been setup against the travel of previously known air craft of this type.

Another. object of our invention lies in the provision of a cabin forour airship that is disposed on the longitudinal lower center line ofour craft, forming an integral portion of the hull, and acting as astabilizing I keel therefor.

1929. Serial No. 375,916.

It will be understood, as this description progresses, that certainfeatures ,of our invention are not necessarily limited; strictly; to thetype of flying craft shownbut may be capable of use with other types ofcraft.

Our invention contemplates the provision of a rigid lighter than aircraft whose general contour is such that the tendency to theformation ofvacuum pockets and eddiesof air about the ship will be materiallydiminished. In conjunction with this, the 7 power mechanism utilized isof such form and so disposed that'the air currents created by thepassage of the ship through thevair will be positively controlled insuch away, as to further dissipate these undesirable vacuum pockets andeddies of air. f

More specifically, our invention preferably 8 comprises a rigid, lighterthan air craft wherein the mainrbodyof thecraft is of 7" cylindricalform with its longitudinal side lines straight throughout the greaterportions of the length ofthe ship. Furthermore, the

ship is preferably-so constructed that it is T provided with a noseshaped to cut the air v and direct it into corridors which are disposedlongitudinally of the ship on the sides thereof and which areprovid-edwith motor driven propellers located within these corridors andserving to draw the air displaced from the front of the ship into-thesecorridors and along the same. I The corridors are preferably providedwith side openings which avoid the danger of packing the air in thecorridors-and which furthermore serve-tojpermit the propellers and thewindstream created thereby, in the corridors to draw the air adjacentthe outsideof the corridors into a space between the propeller tips andthe walls thereof, with a subsequent dissipation of any vacuum pocketsor undesirable eddies that might otherwise be set up around the sides ofthe ship.

These corridors preferably extend entirely through the ship from pointsadjacent the nose thereof to points adjacent the rear end thereof andthe air is positively drawn through these corridors and expelled throughtheir rear ends. The expulsion of the air from the rear ends of thecorridors is effected under pressure. Being discharged in this manner,it is caused to follow the stream line design of the tail, thusdestroying any air pockets and vacuum sucks in rear of the tail, and inaddition oining the air coming over the longitudinal sides of the craftin such a manner that a pinching effect around the tail is produced.

The corridors and, consequently, thepr'opellers preferably coincidesubstantially with the center line of resistance; Furthermore, thestabilizers, elevators and rudders of our preferred type of'ship are indirect line with the slip stream of the propellers, obviating any dangerof a rarefied atmospheric condition around these parts and ensuring thatthe ship will respond quickly to its control and thereby ensuring easierhandling under all conditions of operation.

There are numerous other features of our invention which constituteimportant advances intheart. These will be set forth as this descriptionprogresses.

Other objects and novel features of our craft.

Figure 5'is .a cross sectional View, partly broken away, taken on theline 55 of ure 2.

Figure 6 is a perspective view of the tail section of our craft;

With reference to the drawings, we have shown therein one embodiment ofour air craft as comprising a substantially cylindrical or tubular mainbody portion 1, that is circular in cross section as shown in Figure 4:.This main body portion 1 may be oval if desired, although we havepreferably shown it circular.

The longitudinal sides of the main body 1 extend in a straight line sothat this body is cylindrical rather than cigar-shaped. They areprovided at the forward end with a nose section 2 formed integrallytherewith and as a part thereof. The main body is further provided atthe tail end with a tail section 3 formed integrally therewith and as apart thereof.

The upper and'lower longitudinal center lines of the. craft extend in astraight line from fore to aft and terminate at the nose 2 in a verticalknife-edge, prow member 4 and at the tail section 8 in a vertical rudderpost 5. a r

Figr The sides of the craft in addition to those of the upper and lowercenter line extend in straight lines longitudinally intermediate therudder post 5 and the prow 4: and are of such length and position as toform the arcuate inner confines of the nose section 2 and tail section 3respectively, as will be hereinafter noted.

The nose section 2 which comprises an integral portion of the body 1 isprovided at the 7 forward end thereof with" the vertical knife centricwith and merging into side corridors formed in the body portion of thecraft. The

I funnel-like curvature of each side of the nose,

Figure 4C or 1, is slight in that area designated by the numeral 6. Itbecomes more pronounced in that area designated by the numeral 7 so thatit assumes a'substantially circular contour merging with therforward endof alongitudinally extending circular corridor 8, one of which is formedin the side of the body 1.

The prow member 2 is ofvery slight width and serves to separate the airinto two streams. Then, the funnel-like sides of the nose receive anddirect the two streams of air into the corridors 8. Thus, the air isboth split and controlled and finally directed to points where it isconverted to advantageous rather than to detrimental uses, in a mannerthat will be made more clear asthis description progresses.

Stating the matter in a somewhatmore technical way, each side of thenose has a surface which is curved in the direction of length of theship and which is also curved in a direction at rightangles to thelength of the ship. This produces a compound curved surface whichreceives and conducts the air with a minimum amount of resistance intothe corridor at the innerend of the surfaces.

'The prow member 2 is shown as being to give the proper outline thereto.Thisnose The sides of this nose section section may be formed of a lightmetal such I i as aluminum or the like. r

The two longitudinally extending circular zontal center line of thecraft. Thus an imaginary line passing transversely through thediametricalcenter of each corridor would also bisect the horizontalcenter of the main body 1.

The diameter of these corridors 8 is pref- 1 erably slightly more thanthe diameter ofthe propeller blades 11 mounted on the motors 43 disposedwithin the corridors which willcation, at the front end, with thefunnel-like portion 'Zof the nose surface 2, both funnellike surface andcorridor being of equal diameter at that point. The after end of thecorridor 8 is similarly in communication with a funnel-like area of thetail surface 3. The corridor 8, is further provided with a side opentothe atmosphere as at 12 that extends throughout its length. Thefunction of this open side will be hereinafter referred to. l

The tail section of the craft is shown best in Figures'fl, 5 and 6. Itis fitted in between the upper and lower surfaces of the main bodyportion. In between these upper and lower surfaces, each verticalsurface of the tail section embodies a flaring concave portion 13 whichis, in reality, a widened continuation of the rear end of the corridor8. This flaring concave portion 13, however, merges into a convex sternportion 14 terminating in the stern post 5.

The structure just described is preferably produced by progressivelydecreasing the length of the straight line longitudinals of the bodyportion to give the proper outline of the tail section as described,when the, light metal covering is interposed intermediate the straightline upper and lower surfaces.

The stabilizers 15 are mounted on the tail I end surface 3 directly inline with the cor-' ridors 8 and extend outwardly from the body of theship. They are provided with the elevators 15? attached to the rear endthereof. Suitable operating mechanism as at 47 may 1 be mounted inconnection with the elevators of the tail end 3 and are disposed indirect horizontal alignment with the horizontal diametrical center ofthe corridors 8 and the horizontal center line of the craft.

tical rudder 16 that is preferably of the rec tangular proportions shownand of the same height as the distance between the upper and lowercenter lines 'ofthe craft.

Suitable operating mechanism comprising wires and other common knownmeans of control as at 48, Fig. 1, may be provided for swinging therudderfrom oneside to the other about its pivotal connection with therudder post 5. The control wirestherelfore are also conducted forwardthrough th main body 1 to the control cabin.

"If desired, an electrical control can be interposed intermediate thecontrol cabin and the elevators and rudders, and-by proper en-.

ergization canbe operated to automatically control the ship.

The methods of controlling the elevators and stabilizers are well knownto those versed in the art, and it is our desire to utilize any commonknown mechanisms for operating these members. I

The craft is further provided with a cabin 17, Figure 2, that is formedintegrally with the framework and extends below the ship.

The cabin isso constructed that the longi-v tudinal center thereof is indirect alignment with the longitudinal center of the craft.

This cabin preferably extends under that section of the craft whereinthe lifting cells are disposed. It will be noted in Figure 2 that it isof about the same length as the corridors 8, although the cabin may beof any.

length desired and of any design. The rearmost end of the cabinas at 18curves upwardly toward the underside of the hull 1. This is primarily torelieve wind resistance or to eliminate the air suck that would normallybe created by a square end cabin. The forward end may be desired. I

The control room is adapted to be parti tioned off from the balance ofthe cabin and will form the foremost part thereof. It will bepro-vided'with the usual means forcontrolling the craft; and in additionwill be provided with transparent panels wherever desired to allow thegreatest possible vision to the navigators In rear of the control roomthe cabin will be divided into the various other rooms suitable for crewquarters, passenger staterooms, etc.

The positionand the rigid connection of similarly curved, if '9,

the cabin to the ship is such that it may be utilized as a keeltherefor. This is extremely advantageous in that the cabin forms anintegral part of the framework, as will be hereinafter related,and allof the weight thereof is disposed on the lower longitudinal center linethus tending to steady and balance the ship.

. The numeral 19 designates a plurality of propeller operatedgeneratorsthatare dis- Q posed on the underneath side of the cabin 17The rudder post 5 is equipped with a verand depend therebelow, beingautomatically operated as the craft travels forward.- Furthermore, thesegenerators are positioned drawing them into the cabin proper when not inuse. 7

The supporting framework for each generlll).

wires, struts and cross braces (not shown) may be interposed between.the ring member 35 and the longitudinals to aid in maintain,- ing thestability of the sections.

In Figure 5, it can be seen that some of these gas bag sections are ofnecessity of some what lesser area, especially at the rear end of theship wherein the convexouter tail portion makes it necessary to somewhatreduce the contour of the ship at this point. The foremost gas bagsection is somewhat reduced in area adjacent the front part thereof.

The center ring member 35 is to be found joning each set of radial bars34 which form the confining wall of a plurality of gas cell sections.Each ringmember 35is disposed on the longitudinal center lineofthe craftand is adapted to support a tubular member 36 extending longitudinallyof the craft from fore to aft. Within this tubular member 36 a steelcable extends from the rudder post 5 to ally and is well known to thoseversed in the art.

The gas bags 28, which are clrcular in, cross section are provided wlthvertical sides, as

1 shown in'Figure -1 and are further provided with a centrally disposedlongitudinally extending opening through which the tubular" member 36extends. The bag is so constructed that the buoyant gasheld therein willnot leak or escape around this central opening.

. Each gas cell section is provided'with the gas cell 28 and aballoonette29 that is dis-@ This. bal--.

posed directly below the gas cell. loonette29 is of an oval tubularshape when distended. This member is for the purpose of preventing thegas cell from sagging. when the gas therein becomessomewhat rarefied andcontracts thus allowing the sides of the cells proper to lose theirshape and to fall away from the hull of the craft. To remedy thiscondition the balloonette is merely inflated which, as shown in Figure3, will press upwardly against the base of the-cellproper thuscompensating for any sag produced in the cell by a rarefied gasCondition.

\Ve have preferably provided each balloonette with a separate valvemember, (not shown) that is connected to a fluid source of supply.Inasmuch as each balloonette is disposed beneath a separate gas cell, itwill be possible to inflate or deflate each'balloonette separately. Thematerial used in the con-- struction of the gas cell and balloonette maybe of any type desired. a i

It will be noted, in'Figure 1, that each cell is' provided with thecustomary gas cloth -.outer covering 37. Thiscoveringisprefer fullyinflated, the gas clothf37 prevents the ccll cloth from chafing againstthe wire mesh.

which in turn restrains the cell from bulging or coming out of shapeand'lies adjacent the inner surface of the longitudinals, being pressedthereagainst during inflation of the gascells. It will .be noted inFigure 3 that. the gas cell 28 shown therein, folds Without kinkingaround a longitudinally extending seotionre served for the corridors 8.These corridors 8,which; are preferably cons structedof a lightmctalsecured to the-proper framework, extend well intothe body of the ship.To make it possible to provide a plurality of corridorsS it has beennecessary to somewhat alter and strengthenthe frame? work at that point,It must vbe remembered that thercorridors are provided with 'longi--tudinal openings that are positioned along bers 3Q encircling the frameintermediate the mam transverse sections'to extend with out a breaktotally around the hull;

The ring members 30' are properly rein forced owing to the fact thatthey aid in-the support of the main transverse sections. The clrcularmembers 30" are merely binders, (Figure 1). J." V

' At a point above the actual corridor area, the longitudinals31 areprovided with an in-' wardly extendingdownwardly angling section as at40, (Figure 3)-t o which is'secured a plurality ,of auxiliaryl'ongitudinals 41; These longitudinals 41 are maintained with in theship and "are secured. preferably'at either end on one of the end maintransverse I sections that lie. adjacent thereto.

It can be seen from the'drawing that the member 41 and the longitudinalsare spaced and braced horizontally and vertically in I such amanner thata sheathing of light metal may be. mounted th'ereinin such a manner:

as to present a cylindrical tubular surface converging at either end,with the nose and tail surfaces.

At the juncture of the main transverse partitions with the corridorstructure, the ring tors, hutthey are so-constructed and of suliicientstrength-that the proper elements for supporting a motor could beplaced therein and a motor mounted if desired.

In mounting the motor, a plurality of ra-" dial arms 42, of heavyconstruction are rigidly, or resiliently, if desired, secured to theadjacent framework of the corridor wall.

The motor 43 is interposed at the juncture of' these. arms 42, thusspacing and bracing the motor both horizontally or vertically.

j drawn over the nose and driven through the corridors on either SlClQthus reduclng the the weightof end.

It is desired that the motor be so positioned that the propeller arcwill not extend beyond the ring member 30. The exterior of the ship ispreferably covered with a material suit able to craft of this type. Thenose and tail sections are preferably covered with alight metal whichwould be more adequate for withstanding the pressures and elementswithout a resilient action-as found in a yieldable cloth that might bedetrimental to their particular functions.

In addition, we have shown in Figure 2,

a water ballast system comprising a forwardhead resistance to a minimum.g

It is a feature of this air craft to have the forward propellersrotating in a clockwise direction. It can be seen in Figure 5 that acolumn of air of'approxima'tely the same diameter as the propeller, willbe moving longit-udinally through the corridor 8 and will be whirling(at a high velocity) in the direction of the arrows. The middlepropeller, which is disposed intermediate the forward and rearpropeller, is adapted to be rotated in the opposite direction to that ofthe forward propeller. It can readily be seen that the column "of aircoming from the forward propeller will be whirling in one direction andthe propeller blade of the second motor will be rotati'ng in oppositionthereto.

I If the second propeller and the column of air in front of it wererotating in the same direction, themotor would have little or no work todo "owing to the fact that it would merely be boosting this air columnin its original circular path of travel.

By reversing this propeller'arc it is found that the propeller will haveto do work to reverse the whirling action of the column of air comingfrom the forward propeller; In this manner we have made the centerpromoving column.

peller effective whereas'it would normally be nothing more than anidler. v

The rearmost propeller is adapted to be rotated inthe same'direction asthe forward propeller or, in opposition to the center pro-' peller. Theair column coming from the center propeller will be traveling in areverse spiral to the direction of rotation of the rear I propeller.I-Iereag'ain we have provided a column of air whirling in one directionand a propeller whirllng .in another direction that, as a result,w1-l'lcause the rear propeller to do work on the column of air to reverse itswhirling path of travel. 7

By referring to Figure 5 it can be seen that the column of air comingfrom the rear propeller willbe blasted rearwardly along the stream linehull of the tail section. The stabilizers 15, due to their advantageousposition, are maintained directly in the center of this diverging columnof air coming from the rear propeller. It can readily be seen that thevelocity of this air will render the elevators 15 and the rudder 16highly effective even if there are adverse air currents blowingthereagainst or even if the air through which'the craft is passing isnot in motion. i v

It is well-known that a column of air such as that created by'thepropellers and moving through the corridors will more or less betraveling at a high rate of speed and furthermore will remain, up to acertain point, at a constant diameter. It has been hereinbefore revealedthat the propeller diameter is slightly less than the diameter of thecorridor. It

can readily be seen that the colum-nof airmovlng rearwardly through thecorridors would remain at'a diameter equal to that of the propellerblade. Thus between the outer periphery ofthis moving column of air andthe inner surface of the corridors there will be a layer of air thatwill be a'fiected by this H moving column of air. As the velocity of 7this moving column of air is increased, this layer of air will tend tomove in the same di rection, only with lesser velocity,'than the Thisaction will cause the air surrounding the ship and especially the airadjacent the longitudinally extending side opening of thecorridors to bedrawn into the space lntermediate the moving column of air andthe innerside of the corridor wall. This alr'is carried along bythemoving columnof air from the propeller and is eventually ex haustedat the rear of theship. The action of the circular column of air on this second layer ofair might readily 'be termed a siphoning action.

By pulling the airadjacent the longitudinal side openings of thecorridor thereinto, it

can be seen that any eddy or swirl of air set up by adverse air currentswill be the corridors.

pulled into 7 Again-referring to the'nose of our air craft it will benoted that the action, of the two forward propellers, will tend tocreate a rarified atmospheric condition, not only ad jacent the actualnose surface, but in addition will positively act on the air lyingWithin an area equal to approximately three to four times the diameterof the propeller. This action of the propellers is sufiieient to breakdown any resistance, or to disperse any air pack that might be formed atthe nose of the ship.

It has been hereinbefore mentioned that the longitudinal sides of ourair craft are maintained in straight line, the upper and lower centerlines thereof extending from fore to aft. A feature of our inventionlies in the fact that these straight longitudinal siues effectivelyrelieve eddies and vacuum pockets around the body and over the tail ofthe ship. It might even be said that this even flow of air aided by thevolume of air traveling at a high velocity being vented from the rearpropellers will materially aid in cans along the line hereinbefore setforth, will uninistakably have a free passage through its supportingfluid. The nose of our craft is capable of parting the air and causingit to flow evenly and smoothly over the longitudi nal sides of thecraft, and in addition to be driven through the corridors in such ainanner that the easy reunion of the molecules of air originallyseparated at the nose, is made possible. The column of air venting fromthe corridors and that flowing from the sides of the ship will cometogetherat the tail end without clashing or setting upv disturbingeddies that might result in a vacuum sucl: normally found in craft ofthe regulation type.

We have paid particular attention to the disposition of the corridorsand the motors mounted therein. 7 By positioning these corridors, in themanner shown, we have made it possible to apply the motivating power onthe center line of resistance, thus reducing the actual amount of powerneeded to move the ship, through the air, to a minimum. Some directadvantages of this construction lies in the factthat smaller motors maybe utilized thus decreasing the fuel load necessary to operate them.

It will be obvious that there are numerous other advantages arising fromthe various novel features outlined. These will appear to some extentfrom the claims of this application.

Having thus described our invention what" we claim is:

1. In a rigid aircraft, a. plurality of propelling elements disposed incorridors "extending longitudinally of said craft, each corridor havingside openings extending longitudinallythellength thereof, saidpropclling elements operating to first create a 2111 'a-rigidaircraft, aplurality of pro-.

pellingelements disposed in corridors extending longitudinally ofsaid'craft, each corridor having side. openings extending longitudinallythe length thereof,saidpropell-ing elements operating to first create acolumn of'air in said corridors traveling in one direction, that will befirst whirled in one direction, then in another, said moving column ofair capable of drawing the air from the sides of the ship adjacent thecorridors into the corridors.

3. A rigid lighter than air craftcomprising a body portion havinglongitudinal cor ridors substantially throughout. the length thereof,said corridors having side openings extending throughout the lengththereof, and propellersv for. forcing air through said corridors anddelivering it under pressure over the exterior tail surface of the craftand in contact with the rudder and elevators.

4-. A rigid lighter than air craft compris,

ing a body portion having longitudinal corridors substantiallythroughout the length thereof, a wedge-like nose with its sidesconverging into said corridors, said sides being of funnel-likeformation, propellers in said corridors, the rear ends of said corridorsbeing so disposed as to deliver air under pressure around the tail ofthe craft.

5. In a'flying craft, a housing therefor,

said housing having a nose portion, comprising a vertical prow, concavesurfaces disposed on either sideand in rear of said prow, said concavesurfaces forming a funnel like surface adjacent the foremost ends of aplurality of longitudinal corridors, said corridors disposed inalignment with the longitudinal centerline of said craft, and extendingthroughout the length ofv said craft, being in communication, at therear end, with a flaring inwardly converging tail surface, 4

said tail surface being substantially funnel shaped adjacent therearmost ends of, said 7 corridors, motors disposed in said corridors,said motors capable of creating a rarefied atmospheric conditionadjacent said nose of said craft and capable of drawing said air intothe corridors, said air being vented at the tail of said ship over andaround the elevators, stabilizers and rudder disposed on the tailsection in the direct path of said vented air. a a

6. In a rigid lighter than air craft, a housing therefor havingsubstantially straight lines longitudinally, a plurality of corridorsextending longitudinally of said housing and-having side openingstherein extending the'entire length of said corridor, a cabin formed asan integral part of said housing and extending therebelow, said cabinbeing disposed on the lower longitudinal centerline of said housing,said cabin forming the keel of said craft.

7. In a rigid lighter than air craft, a tail surface comprisingfunnel-like surfaces inv communication with, at their smallest ends, theends of a plurality of longitudinally extending corridors, saidfunnel-like tail surfaces 1 converging inwardly toward each other andtoward a vertical tail post, said funnel-like surfaces having asubstantially vertical surface adjacent said Verticaltail post. c

8. In a rigid lighter than air craft the combination of a nose havingsubstantially funnel-like surfaces in communication with a plurality oflongitudinally extending corridors and a tail having substantiallyfunnel-like surfaces in communication with the other end of saidlongitudinally extending corridors.

In testimony whereof we hereby aflix our signatures;

' JESSE E. LESH. JOSEPH W. HOHL nasaasz

